Axle-box for railway-cars.



No. 809,404. PATBNTBD JAN; 9, 1900. H. STTING.

AXLE'BOX FOR RAILWAY GARS.

APPLIoATIoN FILED MARA?. 1903.

7 SHEETS-SHEET 1.

" T) l l lwenfaf:

N0. 809,404. PATENTBD JAN. 9', 1906. H. STTING.

AXLE BOX POB. RAILWAY GARS. A

APPLICATION FILED MAE.17. 1003.

7 SHEETS-SHEET 2.

)M7 l/m No. 809,404. PATENTBD JAN. 9, 1906. H. STTING. AXLE BOX FORRAILWAY GARS.

APPLIUATION FILED MAR.17. 1903.

7 SHEETS-SHEET 3.

PATENT-ED JAN. 9, 1906.

H. STTING. AXLE BOX POR RAILWAY CARS.

APPLIOATION FILED MAR17. 1903.

7 SHEETS-SHEET 4'.

PATENTED JAN. 9, 1906.

H. STTING. AXLB BOX FOR RAILWAY CARS.

APPLICATION FILED MALI?. 1903.

7 SHEETS-BHEBT 5.

'fg/a.

lrxlllllllllllllrllllh'l 'bil PATENTED JAN. 9, 1906.

H. sTTING.

` AXLE B0X EUR RAILWAY GARS.

APPLICATION FILED MABHI?. 1903.

v 7 SHEETS-SHEBT 6.

No. 809,404. v PATENTED JAN. 9, 1906. H. STTING.

AXLE BOX FOR RAILWAY CARS.

APPLIOATION FILED mmv. 1903.

7 SHEETS-SHEET '1.

fig/.1.5: j@ M.

HEINRICH STTING, OF WITTEN, GERMANY.

AXL'E-BOX FOR RAILWAY-CARS.

lSpecification of Letters Patent.

Patented Jan. 9, 1906.

Application filed March 17, 1903. Serial No. 148,166.

T0 ir/ ZZ whom t may concern:

Be it known that I, HEINRICH STTING, manager of the WittenerStahlrhrenwerke, a subject of the King of Prussia, German Emperor,residing at Witten-on-the-Ruhr, in the Kingdom of Prussia, GermanEmpire, have invented certain new and useful Improvements in Axle-Boxesfor Railway-Cars and other Vehicles, of which the following is aspecification,

This invention relates to axle-boxes for railway-cars and othervehicles; and my improvements in such boxes relate to means by which isattained a great strength or stability and a very low weight of saidboxes, as well as a secure shutting oit of the oil on the one hand andof dust on the other.

Car axle boxes manufactured entirely from cast-iron require thick walls,so that they are consequently very heavy. To'overcome this drawback,axle-boxes have been made which consist either entirely of wroughiron orpartly of such and partly of cast-iron but even by these constructionsthe purposes in view have not been satisfactorily attained for thereasons following: In the axle-boxes made entirely of wrought-iron thebox proper has been used as an intermediate piece located between thesaddle and the box-guides, so as to transmit the shocks. The thicknessof the walls of the box proper was therefore of necessity suiiicient toresist the said shocks; but as only the upper part of the walls of thebox, or, more precisely, that portion of the upper part which is locatedat the place of union between the saddle and the guides, is exposed tostrains of the kind in question, all the other parts or walls of the boxproper havebeen by far heavier than is necessary to obtain a secureshutting on of the oil and dust, and the weight of the axle-box was thusunnecessarily increased. In the other axle-boxes where the upper halfconsisted of cast-iron and the lowerhalf of wrought-iron it wasnecessary that the upper half, in order to be able to resist the shocks,corresponded in weight to the upper half of those boxes which consistedentirely of cast-iron. There was thus only a partial reduction of weightobtained. Moreover, this reduction of weight was admissible only if theconnection of the cast-iron with the shutting-0H device for oil and dustwas made at such a portion of the box sutliciently low that the shockswere transmitted from the saddle to the guides, andreverselyby themediation of the massive I cast-iron body used for the connection. If

the cast-iron part of the box proper extends so far upward that aportion of the upper part is separated from the lower part by thebox-plate, it is necessary to give the walls a greater thickness, so asto obtain by this means the requisite strength of the whole. A verygreat part of the reduction of weight obtained by making the lower halfof the box of wrought-iron is thus rendered nugatory by the necessaryincrease of the thickness of the walls of the upper half. The weakeningof the cast upper part of the box caused by the division of that part inconsequence of the insertion of the box-plate has been sought to beovercome by perforating the latter at as many places as possible beiorebeing united by casting with the said upper part. By this means, it istrue, the cast body becomes again massive but the interruptionsremaining at the non-perforated portions of the cast body must still becompensated for by the heavier weight of the latter. The lightest box,after all, has been doubtless that in which the upper cast-iron halfconsisted of one piece; but even in this construction only a partialreduction in weight, in so far as the lower half of the box wasconcerned, is attained, and, moreover, that reduction is attained by theemployment oi cast-iron, which owing to its nature is not well suitedfor the transmission of shocks. Another objection to the car-axle boxesof known construction resides in the packing for retaining the oil andexcluding the dust, which has been by no means satisfactorily attained.Paying no particular regard to cast-1ron boxes in which the chamber iscast integrally with the body and which cannot be recommended at allbecause ol their insufficient strength, there are pressed boxes with asingle bottom or with a double bottom to be considered. Boxes withsingle bottom only are possessed ot the serious drawback that theexcellent method of packing by means of packing-rings acting upon bothsides of the chamber cannot be used with them. Therefore when employingsuch boxes packing devices of particular constructions acting from theoutside against that single bottom mustbe made use of, without, however,attaining by any of them a packing of satisfactory attributes. To makeit possible to use packing-rings in connection with pressed boxes,endeavors have been made to provide these latter with two Walls byturning the thick bottom by bordering IOO IIO

.out the employment of rivets.

into a double bottom constituting a chamber adapted to receive thepacking-ring. This form of construction is not only expensive and ofdifficult production, but has also the drawback that a working of thetighteningsurfaces of the chamber is nearly impossible aild no securetightening is therefore obtaina e.

All the aforementioned difficulties are overcome by the presentinvention which relates to a car-axle box in which great strength andlightness are combined with a secure shutting up of oil and exclusion ofdust.

In order to make my invention clearly understood, I refer to theaccompanying drawings, in which similar letters denote similar partsthroughout the several views, and in which- Figure 1 shows the improvedcar-axle box, partly in front view and partly in vertical section. Fig.2 is a central vertical longitudinal section of Fig. 1. Fig. 3 is acentral vertical longitudinal section of the left-hand side of Fig. 1.Fig. 4 is a vertical cross-section through a slightly modifiedconstruction. Fig. 5 is a central vertical longitudinal section of thebox in connection with my improved form of packing-chamber. Fig. 6 is acentral horizontal section of Fig. 5. Fig. 7 is a central verticalsection through the packing-chamber. Fig. 8 is a central horizontalsection of Fig. 11; and Figs. 9, 10, 11,12,13, 14, 15, 16, 17, 18, 19are slightly-varied forms of the packing-chamber, all of which are morefully referred to in the detailed parts of this specification.

My improved car-axle box consists in every case of wrought-iron.

In the form of construction shown in Figs. 1 to 3 the connection betweenthe saddle C and the guides D is formed by a bow-shaped rigidintermediate piece B, preferably formed of wrought-iron, which isconnected with the parts C and D by means of rivets, in su'ch a mannerthat the shocks coming from the axle are by said intermediate piecetransmitted directly to the spring-casing and the axleholder independentof the comparatively light wrought -iron box A. The intermediate pieceB, the dimensions of which are such that it can stand the severest shockwithout any risk whatever, may have in every case such a shape as ismost suited for the purpose intended.

Figs. 4 to 6 show different forms of construction in' which theconnection of the various parts with each other is effected with- In theform of execution represented in Figs. 4 to 6 the saddle C is formedintegral with the upper portion D2 of a bow-shaped body D, which formsalso the uides D, the neck shaped part B of the intermediate piece Btaking through an opening in that portion of the part D2 formingthe-saddle. The upper circumferential surface of that openingisfunnelshaped, and the part B is press ed into that funnel-shaped portionforming a flange, so that thereby a firm connection of the parts inquestion is obtained. In an equivalent form of construction the saddleC, the intermediate piece, and the guides consist all together of onepiece, being formed integral in the process of manufacture, and thussecured together, in the language of the claims.

In all the examples aforedescribed the box or casing A is perfectlyrelieved from the shocks coming from the axle in so far as it need notany more transmit the same, the immediate connection, or even integralunion of the saddle, the intermediate piece and the guides making thatunnecessary. The casing A serves now solely for retaining the oil andshutting off the dust. The thickness of its walls may therefore beslight, so that its weight does not any more form a point to whichparticular attention must be paid.

The packing-chamber used in connection with my improved car-axle box isshown in Figs. 5, 6, and 7 to 19. In the form of execution representedin Figs. 7 and 8 the packing-chamber ZC is formed by and between twoplates Z and m, having each a suitably large aperture for the axle. Theplates are held in and by an enlarged or widened part A of thebox-casing A, which has a bent-round portion A2, taking over a bent-offrim m of the plate m. The other plate has a rim Z lying against the rearside of the plate m. It is obvious that after the packing-rings havebeen introduced into the chamber ZC the packing or shutting off thusobtained is just as excellent as with cast boxes where thepacking-chamber is formed by a double bottom cast integrally with thebox or casing. In the form of execution represented in Figs. 5, 6 and 9,11, and 12 the plates Z and m are of equal shape, and the rim m of theplate m rests against the rim Z of the plate Z. In Fig. 10 there is butone rim, Z, the plate m being perfectly flat. In Figs. 13 and 14 theouter wall of the packing-chamber is formed by a suitably-bent portionA3 of the box or casing A, and in Fig. 12, which with respect to theplates Z Z and m m is similar to Fig. 9, these plates are connected witheach other and with the box A by means of a suitably-shaped ring A",also the adjacent edge of the box being so shaped that the ring A4 cantake over this edge.- In the case of an unbent edge the connection ofthe ring A4 with the box A is effected by rivets n. Fig. 15 shows a formof construction in which a fiat plate Z2 and a vessel-shaped plate m2are connected by rivets with a flange of the box, the plate m2 havingalso a flange, the plate Z2 being located between the two flanges andthe rivets n passing through all these parts together. In Fig. 16 theflange m3 of the plate m2 is bent around the other IOO IIO

IIS

two parts, and in Fig. 17 both plates are' vessel-shaped, the adjacentedge of the box is similar to that of Fig. 12, the rim Z3 of the plateZ2 takes over that edge, and the rim m3 of the plate m2 takes over therim Z3. Figs. 18 and 19 show two forms in which the packing-chamberconsists of one piece. In both forms the box A has a flange, as in Fig.15. In Fig. 18 the packing-chamber o is riveted directly to that flange;but in Fig. 19 the packing-chamber is also provided with a ange o', andthe two flanges are riveted together.

Having now described my invention, what I desire to secure by a patentof the United States is- 1. In a car-axle box, the combination, with thesaddle and guides, and a rigid wrought-iron piece secured to the saddleand guides, of a comparatively light wroughtiron casing secured to saidpiece and serving to inclose the axle.

2. In a car axle box, the combination, with the saddle and guides, and arigid piece secured to the saddle and guides, of a wrought-iron casingsecured on the outer siflle of said piece andserving to inclose the a e.

3. In a car-axle box, the combination, withthe saddle and guides, and arigid piece y secured to the saddle and guides, of a comparatively lightcasing secured between the guides and said piece and serving to inclosethe axle.

4. In a car-axle box, the combination, with the saddle and guides, and arigid piece secured to the saddle and guides by means of a flange, of acomparatively light casing secured between the guides and said piece andserving to inclose the axle.

5. In a car-axle box, the combination, with the saddle and guides, and arigid wrought-iron piece secured to the saddle and guides and adapted tosustain the shocks transmitted thereby, of a comparatively light casingof wrought-iron arranged between the guides and said piece and servingto inclose the axle, the .connection between the rigid piece and thesaddle and guides being by a flange in such manner as to vrigidly clampguides.

the casing between the piece and- 6. In a car-axle box, the combination,with the saddle and guides, and a rigid piece secured to the saddle andguides, of a comparatively light casing secured to said piece andserving to inclose the axle, and a partition arranged within thecasing-in such manner as to form a packing-chamber. L

7. In a car-axle box, the combination, with the saddle and guides, and arigid piece secured to the saddle and guides, of a comparatively lightcasing secured to said piece and serving to inclose the axle, saidcasing having an enlargement at one end, and spaced plates arrangedwithin said enlargement in such manner as to form a packingchamber.

8. In a car-axle box, the'combination, with the saddle and guides, and arigid piece secured to the saddle and guides, of a comparatively lightcasing secured to said piece and serving to inclose the axle, saidcasing having its inner end enlarged and bent inwardly, and a pluralityof bent plates disposed within said casing in such manner as to form apacking-chamber.

9. In a car-axle box, the combination, with the saddle and guides, and arigid wrought-iron piece secured to the saddle and guides, of acomparatively light casing secured to said piece and serving to incloseAthe axle, said casing having upon its inner end an enlargement, andperforated plates having flanged edges opposed to each other andarranged within the enlargement in such manner as to form apacking-chamber.

10. In a car-axle box, in combination, with the saddle and guides, and arigid wrought-iron piece secured to the saddle and guides by means of aflange, of a comparatively light wrought-iron casing arranged betweenthe guides and said piece and serving to inclose the axle, and spacedperforated plates disposed within said casing near the inner end in suchmanner as to embrace the axle and serve as a packing-chamber.

In witness whereof I have hereunto set my hand in presence of twowitnesses.

HEINRICH STTING.

Witnesses A AEQUISTAPAGE, Orro KNIG.

